A Bay Area Bus Rapid Transit Network
A Bay Area-wide Bus Rapid Transit (BRT) route network could deliver effective mass transit. A BRT network could become the Bay Area’s “subway” system, with using our existing highway and main thoroughfare infrastructure
To be successful, BRT must provide a complete, metropolitan area wide transit solution A single route along a single highway — e.g., Highway 101 would not suffice.
Operation. The implementation would be:
For every freeway, expressway, and major thoroughfare with at least 3 lanes in each direction:
1 Dedicate the leftmost lane to BRT rather than to HOV, electric, and express lane vehicles. This includes all freeways such as 101 and 880, expressways such as Lawrence and San Tomas, and major thoroughfares such as Stevens Creek and El Camino. This lane would also be available for emergency vehicles, enabling those to bypass traffic congestion.
2 Add stairway and elevator infrastructure at BRT network crossings.
3 Utilize self-driving bi-directional electric buses with passenger doors on both sides.
These should be smaller busses that provide much more frequent service — every 10 minutes or so.
4 Provide service 24/7, to support people working various shifts.
As well as evening travelers to restaurants, shows, etc.
Each bus will have to time out every day or two, to recharge (battery electric) or refuel (fuel cell electric). The charging / fueling stations can be more sparsely located than traditional gas stations, because the self-driving bus can independently travel to a station without inconveniencing a person.
Cost savings. A BRT network will go a long way to change the decades-long mindset of single driver / single car commuting by providing key benefits: convenience of use and much less cost than single-person driving. Small, frequent buses on a reliable schedule can provide service that commuters like. With large ridership, the fare per trip should be less than the expense of owning, maintaining, and fueling a car.
Benefits and Impacts. A high-ridership BRT network will reduce the traffic congestion on the remaining traffic lanes. So, our existing road and highway infrastructure — assuming it is maintained in excellent condition — is sufficient to support the reduced peak commute hour traffic load. For the Bay Area for example, this means we will not need any additional highway lanes, additional express lanes, or a fourth bridge between the East Bay and the Peninsula (the Southern Crossing).
Vehicle emissions will reduce in two ways. First, more people taking electric BRT vehicles will replacing traditional automobile petroleum emissions with emission-free travel. Second, BRT vehicles eliminate the need for travelers to queue in parking lot and structures, again reducing emissions.
Finally, cities and businesses are converting rows of parking spaces, parking lots, and parking structures to other, much more productive uses, such as housing and parks. A 2016 estimate showed that the United States had one billion parking spaces. When many people use the BRT network for commuting, shopping, etc., the number of cars that are parked at business and commercial locations at any one time has been significantly reduced. In the Bay Area, hundreds of acres of parking spaces can be recovered for other uses.
